Four-cycle internal-combustion engine.



CILFBEDEmcKsoN. FOUR-CYCLE INTERNAL COMBUSTION ENGINE.

l v APPLICATION FILED AFR. l0, 1913- I IEIIEWEDl IAN. 8. |9I6. V

-1'72976r Patented Feb; 22,1916. 2 sHETssHEET s.

Y I I I u I. I I

I I I I I. I .I I I ,.IIIIIM E I... I .IIII I I. II I n. rd I C. E. FREDERICKSKON. FOUR-CYCLE INTERNAL COMBUSTION ENGINE. APPLICAT'xoN FILED APR.I0,1913. RENEWED 1AN.8. 191e.

Patented Feb. 22, 1916.

2 SHEETS-SHEET '2.

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FOUR-CYCLE INTERNAL-COMBUSTION ENGINE.

Specication of Letters Yatent.

Application filed April 10, 1913, Serial No. 76,283. Renewed January 8, 1916. Serial No. 71,135.

T all 'whom it may concern:

Be 1t known that I, CLAYTON E. FREDERICK- hat type having I two piston heads 01 pressure areas 8 and 9. The piston 7 is prosoN, residing at Berkeley, in the county of Yided with two sets of packing rings 10 and Alameda and State of California, have inl1 near 1ts upper end between which rings vented certain new and useful Improve- `ments in Four-Cycle Internal-Combustion- Engines, of which the following is a. specilication. A

Primarily the invention has for its object to provide an engine of the four cycle type employing hollow sleeve or piston Vvalves for controlling the intake andvex-l haust ports of the working cylinder, the valves beingA so designed that the charges pass through the interior ofthe valves intermediate the ends of the same so as to not over heat the packing rings which are employed, thus lengthening the life of the valves and adding to the eiiiciency of operation of the engine.

The invention further includes those novel details of construction,combination and arrangement of' parts, all of which will be first `fully described, then be specifically pointed out in the appended claim, reference being `had to the accompanying drawings, in-

whichii Figure 1 1s a vertical section taken through the valves and working cylinder.

Fig. 2 is a detail horizontal section on the line 2-2 of Fig. 1. Fig. 3 is a detail perspective view, parts being broken away, of the upper end o'l the piston. Fig. 4 is a view similar to l `ig.'3 showing a modification of the same` Fig. 5 is a detail perspective view,

with parts broken away of the inlet valve Shown in Fig. l.- l"ig. (lis a view similar to Fig. 1 of a modification Aof the invention showing the same adapted to an engine of the single piston type.

In thc drawings, 1 is the crank case on which the engine cylinder 2 (or cylinders when more than a single cylinder is employed) is fastened. The cylinder 2 is in communication with the crank case and with the valvecasings 3 and 4, that inclose the intake and exhaust valves respectively. The vvalve cases 3 and 4 may be cast integrally with the main cylinder 2, if desired.

In 'the preferred embodiment .of the invention, as a double piston type, the cylin- 'der 2 is of two diameters to inclose two workin@ chambers 5 and 6, in which the operates. The piston 7 is of the the piston is separated, as at 12, to form an annular groove, as it were, whereby any leakage past the packing rings 10 will be conveyed directly into the piston 7 and consequently into the .crank case from which the leakage gases may be bled in any desired way.

The piston 7, when the groove 12 is formed by a complete separation of the piston shell, is strengthened and braced by bridging lugs 13 but where the groove 12x does not pass entirely through the piston shell, suph lugsl may be omitted, if desired (see'Fg. 4), and in the event of this conrateated iran. 2a, wie.

struction, a set of bores or ports 16 effect y communication between the groove 12X and the interior of the piston.

The provision of the grooves 12 or 12 in relatively free communication with the interior of the iston and crank case, enables the lubricant 1n the crank case to be splashed into the groove, thereby lubricating the cylinder and piston walls in a very effective manner.

The cylinder 2 has an inlet port 17 or 17 for the working chamber and a corresponding exhaust port-18 or 18x for the same.

The. inlet port 17 or 17x is adapted to communicate with the new charge supply port 19, in the valve case 3. through the controlling inlucnce of the inlet valve 20. The inlet valve 2O is preferably hollowed or chambered out as at 21 or 21x to effect a free passage between the intake port 22 or 22X and the valve discharge port 23 or 2- X respectively, the ends of the valve 20 being packed with one or more rings 2l to prevent leakage in those directions, While intermediate rings 25 prevent leakage from one section of the valve to the other. F

The provision of the end rings in the valves 20 and 26 at places beyond the ports, which places are never brought into alinement with the working cylinder ports, is particularly advantageous in the exhaust valve structure, since the hot gases will be unable to sufficiently heat the packing rings to cause them to lose temper or be carboniz/ied and' cause them to become ineffective. The exhaust valve 26 has end rings 27-28 (in-- termediate rings being dispensed with if desired) and it has the ports QQ-9* to conduct the exhaust gases into the valve cham ber from which the gases escape through the outlet valve port 30 into the exhaust pipe 3l.

The cylinderr 2 is suitably water jacketed around the working chambers, or such chambers may be cooled in any other desired way.

Any desired ignition system may be employed in the engine and the valves may be operated from the crank shaft in any desired fashion, although I prefer to provide valve crank shafts 32, gear driven from the main crank shaft 33 and connected with the valves by connecting rods 3l. The connecting rod connects the piston 7 8 with the crank shaft y In operation the charge is alternately ignite'd in the two working chambers so that there may be a working impulse on each down stroke of the piston, when the double piston arrangement of Fig. l is employed. When the single piston arrangement of Fig. 6 is employed an explosion occurs at every other down stroke of the piston in the usual manner.

From the foregoing description, taken in connection with the accompanying drawing, it is thought the complete construction, operation and advantages of the invention will be apparent to those skilled in theart.

IVhat I claim isz- In an internal combustion engine,a cy1.

inder and piston, a crankshaft and a 'connecting rod between said crankshaft andv piston, said cylinder having inlet and outlet ports, an inlet Iand an exhaust valve cylinder in communication -withthe respective ports, hollow valves of the piston type operating 1n said valve cylinders, cooperative timed connectlonsbetween said valves, and

the crank shaft. said valves havingr packing rings adjacent each end, said exhaust valve said valves to bring said ports into and out v of register, and maintain said packing rings always out ot register with the respective working cylinder ports whereby heated gases will be kept out of contact with the packing rings of the valves, the inlet and exhaust ports of the valves being staggered with relation to each other, substantially as shown and described.

CLAYTON E. FREDERICKSO'N. Witnesses:

C. H. JOHNSON, JN0. LQNGANECKEB. 

